KR102256254B1 - Flight trajectory prediction system and flight trajectory-based automated delay risk transfer system and corresponding method thereof - Google Patents

Abstract

The present invention dynamically collects and balances the resources of the risk-exposure units 41,..., 43 based on the predicted flight trajectory, thereby reducing the risk of a variable number of risk-exposure units 41,..., 43 It relates to an automated flight trajectory prediction system (1) and a flight trajectory-based automated delay risk-transfer system (1) related to airspace risk for sharing. The system (1) provides a self-adaptable and dynamically self-adapting risk-transfer system (1) based on the balanced collection resources (11) for the risk-exposure units (41,..., 43). , Automated transfer of risk exposures associated with units 41,..., 43 is provided by the system 1. The system 1 comprises capture means 31 for receiving the transmitted aerial data parameters 102, 202 of aircraft ground-based flight controllers 911,...,914/921,...,924. . The trigger module 3 sets the time-of-flight parameters 1231, 1232, ... filtered through the data flow path of the controllers 911,...,914/921,...,924 to a predefined time- Triggered dynamically by a delay threshold, and for triggering exceeding the design time-delay threshold, triggered flights 1221, 1222, ... including at least flight delay parameters 1322 and flight identification 1321. The operating parameters of) are captured, and the losses associated with the triggered time delay are explicitly guaranteed by the system 1 via a limit payment transfer. For the prediction of flight trajectory, the system dynamically creates a 3D grid network that provides digitized airspace, each grid point is the location of the meteorological parameters, and creates a cube around these grid points, so that the entire airspace is dynamic. And each cube is defined by its center, the initial grid point, and the associated meteorological measurement parameters, which remain evenly within the created cube for a predefined time period. The core engine 2 aligns the generated raw trajectory to the set of cube centroids as a fixed 3D position independent of the trajectory data, and the shape trajectory is created as a 4D joint cube, and each cube is not only associated with spatiotemporal properties, but also It is a segment that also relates to meteorological measurement parameters.

Description

Flight trajectory prediction system and flight trajectory-based automated delay risk transfer system and corresponding method thereof

The present invention relates to an automated flight track prediction system and delay risk transfer based on automated flight track prediction. In particular, the present invention relates to an automated, self-sufficient and self-sufficiently operable risk-transfer system that shares the risks of a variable number of risk-exposure units, wherein the risk-exposure unit is, inter alia, a transport related to airspace risk. Refers to a passenger or article. In particular, the present invention relates to an automated and independent flight-delay risk-producing an appropriate signal for transfer, wherein the flight delay risk of a variable number of risk-exposure units is collected by an automated system, and the risk-exposure unit Provides self-contained risk protection against risk exposure.

Despite the huge growth of aviation infrastructure in all areas of aviation technology, technology development can hardly keep up with the rapid growth and demand of air traffic. Airspace transport is a complex interaction of airspace control and guidance systems, aircraft development, ground infrastructure development such as airports, geographic conditions, weather conditions, regional and local traffic, and interacting national and territorial treaties. The level of cooperation between military and civil aviation systems is another important factor of intervention, as indicated by the EU model, where joint planning and dynamic management controls are included within the airspace management policy framework; China, which controls the airspace to be led by the military and slowly allowed only for civilian use by default; And/or other countries, such as the BRIC countries (Brazil, Russia, India), have dominant armies that are reluctant to transfer airspace control required for defense. This often leads to inefficient routing. However, the increase in traffic remains one of the key points in bringing the airspace system to their limits. Throughout Europe alone, 26,000 aircraft pass daily, most of which take off or land at one of the continent's 440 airports. Research shows that air traffic will increase by 50% over the next 10 to 20 years. Thus, over the past few decades the importance of air transport has increased dramatically, has been encouraged by the globalization of the market, and the amount of people and goods transported by aircraft will increase enormously further around the world.

Several concepts in air traffic systems involve using long-term predictions of aircraft trajectories in a manner that ensures efficient and/or collision-free flight from gate to gate.

The potential effectiveness of the technical approach to air traffic systems requires that trajectories be inspected against each other, making it possible to identify any collisions between them and be able to estimate in the future time units. Next, aircraft following the agreed trajectory can be assured of trouble-free and unobstructed flight. The preferred trajectory of some aircraft inevitably leads to collisions, which must be addressed as they limit more than one aircraft to flying in less than optimal trajectories. Such navigational avoidance restrictions can occur at any point on the trajectory and can include changes to the lateral track, altitude or timing. The goal is to change the optimal trajectory as little as possible while still meeting the necessary regulations.

In the prior art, orbit prediction is performed on the ground or on an aircraft, or at both locations. Ground-based systems can create an aircraft trajectory from both the controller and other support systems. Some concepts also make it possible to base aircraft (using an internal orbit prediction system) to define their own preferred trajectories from regulations transmitted from the responsible ground system. These preferred trajectories are typically transferred to a ground system so that the controller can ensure that the separation criteria are maintained. Prior art systems partially combine actual and simulated aircraft trajectories to assist in trajectory evaluation, including, for example, detailed regulation of the air traffic control system and exchange by appropriate data linking to the predicted trajectory of the aircraft. You can get involved. Such systems typically make it possible to provide near-optimal orbit predictions under the flight avoidance regulations provided by the system. The basis for any change process in the prior art is to define the optimal flight in an appropriate manner for the controlled change. This can be done with an accessible step table describing a typical flight in terms of a series of sub-steps from take-off to landing, for example with a level approach to instrument landing system (ILS) intercept. Typically, the path an aircraft travels is described by a regulatory list based on a series of intermediate points. This structure is also used to specify regulations for flights in the uplinks of air traffic control systems. Sometimes, weather forecasts are used to fix the effects of wind and temperature. The performance of the aircraft is simulated by a specific model in which information about the thrust and drag of the flying aircraft is provided as described in the stage table. In the prior art, the system's change process must rely on this input to arrive at a trajectory prediction that works as close as possible to the original step table but satisfies the regulation.

However, despite the presence of a rather sophisticated prediction system, approximately 12.6% of all flights have a delay in arrival in excess of 30 minutes. Thus, delays are often a chronic problem for air traffic, especially due to the tremendous increase in air traffic being promoted. As mentioned, flight operations are frequently affected by a number of factors such as weather, airspace control, mechanical problems, aircraft allocation and flight scheduling, making flight delays inevitable. To reduce secondary damage, airlines or air transport service agencies, or specialized risk transfer companies such as insurance companies, offer a variety of flight delay insurance products for passengers or goods transported by aircraft. Notwithstanding their various forms and different coverages, all of these products are inherently delayed, canceled, returned and alternate landings, or subsequent damages due to the inability of the passenger to complete the trip as originally planned for the reasons listed. When a predefined event, such as reaching a predefined degree or threshold, occurs in connection with an insured flight, it is not necessarily in the form of cash, but provides secondary compensation. In the conventional way of being compensated by flight delay insurance products, passengers collect evidence of the occurrence of a predefined trigger-event covered by their insurance, and then submit a claim application to the insurance company or other organization that provides the product. You are required to submit. Upon receipt of the application, it is required to manually review the data submitted by the passenger and whether the accident meets the conditions for payment of the claim, and confirm on the basis of the agreed risk transfer. However, payment of the bill can only be made after review and confirmation. The process is complex, time-consuming and labor intensive, both in terms of the risk-transfer system and the insured or insured. As a result, there is an urgent need for a system that can provide an automated risk transfer and claim settlement system for flight delays, and provide fast, accurate and convenient billing settlement and payment transfer for passengers lost due to flight delays. .

In the prior art, AU2015202700 A1 discloses an example of a system for adjusting the descending trajectory of an aircraft based on an appropriate trajectory prediction. The orbital adjustment parameters change according to the predicted orbital route. The system can automatically generate valid values of the calculated parameters and corresponding theoretical values of the calculated parameters, both on the ground and from recorded flight data, using an auxiliary performance database installed on the aircraft. The generation of the adjustment parameter values is carried out for the same flight conditions in which the adjustment parameters are subsequently used by the adjustment unit of the system. US 2010/036545 A1 discloses an avionics system based on earth stations to automatically eliminate operational malfunctions occurring in aircraft. The avionics system and the aircraft are connected through an interface. When a flight malfunction is detected in the aircraft by a parameter transmitted from the aircraft's sensor to the avionics system, the operation of the dedicated malfunctioning device is triggered by the avionics system to automatically eliminate the malfunction. WO 00/07126 A1 discloses an avionics data system used in aircraft, wherein each aircraft has a communication unit located in the aircraft. Data can be transmitted through cellular infrastructure from the aircraft to avionics data systems after the aircraft has landed. WO 02/08057 A1 discloses a system for providing monitoring and data feedback to an aircraft in relation to the condition of the aircraft. Information about the condition of the aircraft and equipment is provided by sensors located on the aircraft. The system provides feedback information to the aircraft based on information received during monitoring. Further, EP1426870 A2 discloses a wireless aircraft data system in which an aircraft computer communicates with a plurality of aircraft systems. Ground-based computer systems provide wireless remote real-time access to aircraft systems through wireless aircraft data systems. Finally, DE 19856231 A1 discloses another avionics system that provides data access via satellite by transmitting data in both directions. The paths of the satellites and their placement are designed so that a two-way transmission channel can be provided between the aircraft in flight and the ground-based operations center.

The prior art documents US 2012/0245964 and WO 2010/027633 are automated underwritting systems that provide flight accident risk-transfer, wherein the number of risk-transfers is a predefined number for a predefined flight, e.g. 20 It discloses a system limited to dogs. The system receives information from the traveler pertaining to possible risk-transfers through the input device and automatically generates a corresponding quote to the traveler. In addition, the prior art document WO 2013/126866 is a system for management and minimization of insurance losses, monitoring insurance risks and insured assets, evaluating potential risks to insured assets, determining possible actions, and It teaches a system that implements selected actions on policyholders and/or insured assets, including loss mitigation and risk post-event management. The system focuses primarily on managing the events and actors related to the pre-risk loss during or after the loss occurs. Finally, US 2015/0112735 discloses an automated risk-transfer system for transferring risks associated with severe disease. The system includes a three-stage trigger structure that divides the transferred risk into individual risk contributing parts. The structure of the system enables the automated application of multi-risk guarantees without disrupting the system during operation.

It is an object of the present invention to provide a new real-time operating flight trajectory prediction system and a trajectory-borne automated delay risk transfer system and a suitable method for such a technical system. This system is a technical means for quickly and in real time creation of flight trajectories of air traffic, capable of handling the large number of aircraft involved, especially when complex interdependencies exist between flights and short simulation run times are required. Should be provided. In addition, the system must overcome the problems of prior art systems, which include an inherent tradeoff between the modeling details provided by the system and its processing or computational speed. Prior art systems that provide detailed trajectories typically require simulation run times of about 1 second per trajectory, which cannot monitor real-time predictions of larger areas with multiple intervening trajectories. The systems provided herein are for example in the technical field of automatic risk-transfer systems, simulated speeds of about thousands of orbits per second, and typical flight operations in the airspace close to major airports, also called terminal radar access control airspace operations. It is developed for applications that require modeling details to simulate. Thus, another object of the present invention is completely self-contained, real-time operable, dynamic, orbit-based flight- It is to provide a delayed risk prediction and risk-transfer system and its technical means and methods. Another object of the present invention is to provide a resource-pooling system and suitable method for automated and dynamic adaptive real-time transfer of delays related to risk exposure for air transport. The system provides stable and self-contained operation to address not only threats to maintenance caused by long-term operation of the system, but also threats that weaken the operation of the system and/or limit its ability to achieve set goals. It must be able to realize appropriate and effective automatable risk transfer features and must be able to adopt the necessary technical approaches broadly. Another object of the present invention is to provide a system that improves the reliability of the system through a stable automated risk transfer and management structure of the system, and reduces the risk through improved operation and increased sustainability. It is to be able to operate as.

According to the invention, these objects are achieved in particular through the features of the independent claims. Further, further advantageous embodiments follow in the dependent claims and detailed description.

According to the present invention, the above-described objectives are in particular, by collecting the resources of the risk-exposure unit, and by means of the resource-gathering system associated with the reaction system, the independent operable risk based on the collected resources for the risk-exposing unit. -By providing a transfer system, an automated flight track prediction system and flight track-based automated delay risk transfer system related to airspace risk for risk sharing of a variable number of risk-exposure units is achieved, and the risk-exposure unit Connected to the system by a plurality of payment-transfer modules configured to receive and store payments from risk-exposure units for collection of risk and resources of the unit, the automated transfer of risk exposures associated with that unit is flight trajectory-based automation. Provided by the delay risk-transfer system, the system comprises monitoring means for capturing or measuring aviation data parameters of an aircraft controller and/or a ground-based flight controller of an airport or flight control system, the monitored aviation data parameters being Filtered by a filter module, for the detection of predicted or flight indicators that indicate actual flight time parameters assigned to a specific flight trajectory of the aircraft, the aircraft controller and/or ground-based flight controller predicted via a communication network. It is connected to the core engine of the system, the trigger module of the core engine is dynamically triggered on the data flow path through the communication network, and the trigger module is based on the flight indicators and measured aerial data parameters related to the generated predicted flight trajectory. , A flight trigger for triggering and filtering the predicted flight trajectory generated by the core engine, and in the case of triggering exceeding a defined time-delay threshold, the triggered of the aircraft including at least a flight delay parameter and flight identification. The operating parameters of the flight trajectory are captured and stored in a table element of the selectable trigger-table assigned to the flight identifier of the aircraft, each triggered of the time delay associated with the specific flight trajectory. For an occurrence, by the core engine, a corresponding trigger-flag is set for all risk-exposure units that can be assigned to that particular flight trajectory, a parametric transfer of payment is assigned to each trigger-flag, and the corresponding trigger -The allocation of the limit transfer of payment to the flag is automatically triggered by the system to ensure the dynamically scalable loss of the risk-exposure unit with a definable upper limit of guarantee, and the payment is based on the probability of the risk exposure of a particular flight trajectory. Adjusted automatically on the basis of, the system inspects and monitors the risk accumulation and dynamically determines payment based on the accumulated total risk and based on predefined travel parameters, and the loss associated with the triggered time delay is determined by the system Based on the received and stored payment parameters from the risk-exposure unit collected, by a limit payment transfer from the system to the corresponding risk-exposure unit via a payment-transfer module operated or controlled by a dynamically generated output signal of And on the basis of each trigger-flag, it is explicitly guaranteed by the system. For example, for prediction of flight trajectories, the system can dynamically generate a 3D grid network table representing digitized airspace, each grid point is the location of a meteorological parameter, and a cube is created around these grid points. , The entire airspace is represented as a set of dynamically generated cubes, with each cube being homogeneous within the generated cube for a predefined period of time, its center, the initial grid point, and associated meteorological measurements. Defined by parameters. In addition, the core engine aligns the generated raw trajectory to the set of cube centroids, for example, as a fixed 3D position independent of the trajectory data, and the shape trajectory is created as a 4D joint cube, each cube being space-time It is a segment not only related to attributes, but also related to meteorological parameters. The system may further include, for example, machine learning means, which are predefined by applying a probabilistic structure to predict and generate flight trajectories taking into account environmental uncertainties. It is applied and trained on the basis of the reasoning structure. The probabilistic structure can be based on the Hidden Markov Model (HMM) structure, for example. During the processing of the system, time-series clustering may be applied, for example, to generate input measurement parameters from an excess set of meteorological parameters. The input measurement parameters generated from the excess meteorological parameter set may be supplied, for example, to a processing means based on a Viterbi algorithm. The system may, for example, use only dynamically monitored actual orbit datasets with relevant meteorological parameters. In addition, the automated flight track-based system provides a self-contained risk transfer system based on the collected resources for the risk-exposure unit by collecting the resources of the risk-exposure unit and by the resource-gathering system linked with the insurance system. , An automated system associated with airspace risks for risk sharing of a variable number of risk-exposure units, where the risk-exposure units receive and store payments from the risk-exposure units for the collection of their risks and resources. Connected to the system by a plurality of payment-transfer modules configured to, the automated transfer of risk exposures associated with the unit is provided by an automated flight delay insurance system, the system being an aircraft controller and/or a ground-based airport or flight control system. The transmitted aviation data parameters are filtered for detection of flight indicators indicative of a predicted or actual flight time parameter assigned to a specific flight or flight trajectory of the aircraft, comprising capture means for receiving the transmitted aviation data parameters of the flight controller. Filtered by the module, the system comprises a trigger module that dynamically triggers the filtered time-of-flight parameters through the data flow path of the aircraft controller and/or ground-based flight controller, by a predefined time-delay threshold, The aircraft controller and/or ground-based flight controller is connected to the core engine through a communication network, and the trigger module is dynamically triggered on the data flow path through the communication network, and in case of triggering exceeding the design time-delay threshold, The operational parameters of the aircraft's triggered flight or flight trajectory, including at least flight delay parameters and flight identification, are captured and stored in a table element of a selectable trigger-table assigned to the flight identifier of the aircraft, and are associated with the flight or flight trajectory. For each triggered occurrence of the time delay, a corresponding trigger-flag is set by the core engine for all risk-exposure units that can be assigned to that flight, and the limit transfer of payment is Allocate to a rigger-flag, and the allocation of the limit transfer of payments to that trigger-flag is triggered automatically by the system to ensure a dynamically scalable loss of the risk-exposure unit, and the loss associated with the triggered time delay. Is, by means of a payment limit transfer from the system to the corresponding risk-exposure unit, via a payment-transfer module or an automatically activated damage recovery system, actuated or controlled by the generated output signal of the system's failure deployment device. , Is explicitly guaranteed by the system based on the collected and received payment parameters from the risk-exposure unit and on the basis of each trigger-flag. The present invention has, inter alia, the advantage that the system provides a technical means of providing self-contained, automated risk protection for risk sharing of a variable number of risk-exposed passengers or articles to be transported by the aircraft. The system of the present invention allows for a fully automated and rapid risk transfer. In addition, the behavior of the system is completely predictable because it provides a limit payment transfer that pays a predetermined amount in case a predefined delay trigger is violated. With this system, there is no hassle in claiming insurance loss coverage; The passenger simply receives a notification via mobile phone making available insurance payments paid for the immediate request immediately after the delay is confirmed. In contrast to prior art systems, this system provides a dedicated, independent delay risk transfer as well as any other guarantees from the airline and/or credit card company (payment transfer is only the portion of the loss not covered by the airline. In contrast to prior art systems in the "complementary" market in that it guarantees). An additional advantage is that the system can respond to short delays and guarantee this, e.g. the design threshold trigger value can be defined as small as an hour delay (traditional travel risk transfer systems typically have delays> 6 hours. Can only compensate passengers for). The invention is completely transparent and efficient to the user as much as possible. There is no unnecessary expensive bundling of medical, accident, hijack, unemployment, baggage loss and/or death insurance with different deductibles for each type of risk. In addition, since the present invention relies on 1) lean and 2) sophisticated pricing algorithms (accurate risk-based pricing; therefore, risk premiums are lower than those calculated with normal historical delay data), traditional travel insurance It can be realized much cheaper than the system. Finally, even if the system doesn't resolve the delay, it can automatically compensate for the delay for the passenger who is tied/delayed. Obviously, starting from a prior art system, there is no possibility to manufacture a system such as the advanced system described, because prior art systems price and weight guarantees to provide a self-contained system and accurately measure them. This is because it is not possible to create customizable data (eg, multiple thresholds). The present invention enables a new method of automated and dynamic responsive pricing methods and systems, while flight delay risk-the price for transfer and insurance, i.e. the resources to be collected are differentiated for each flight, and a vast set of historical data is dynamic. It becomes possible to consider it. This is done using the statistical method steps described below and applying the "big data" technique. The system provides a variety of factors, in particular departure and arrival airports, airlines/transporters, aircraft type, departure and arrival times, weekdays, months, holidays, as well as destination airports at the time of arrival and departure, and flight density at the time of arrival. It can also react dynamically to the elements of. In addition, the scheduled block time (planned flight time, which is an important determinant of delay) is considered to derive the probability of delay and ultimately the price of flight delay insurance (the list is non-thorough). With regard to dynamic pricing, real-time and predicted data, along with historical delayed performance, are taken into account in the pricing process. For example, upcoming block time data and changes (airlines are scheduling their flights a year in advance), real-time weather, weather forecasts and air traffic data, notice to airmen (NOTAM, airspace, navigation facilities, etc.) A system that informs you about current and planned/future restrictions/regulations in airport use, etc.) is used to predict the probability of delay and ultimately to predict prices (the list of forward-looking information is also non-exhaustive). . This requires a permanent update of all relevant information provided to the pricing process and the system's algorithms. Thus, the present system makes it possible to significantly improve pricing accuracy compared to comparable prior art electronic systems by means of dynamic pricing. Thus, in prior art systems, the prices generated are essentially constant in that they are not differentiated for different flights, routes and airlines, and the prices are roughly based on the average probability of delay. Through our dynamic pricing capabilities, prices are differentiated for specific flights, taking into account a vast set of historical data, predicted flight plan data (referred to as scheduled block time, an important determinant of delay), and real-time weather and flight data. . To that end, progressive dynamic pricing leads to much higher pricing accuracy, effectively aligning premiums (insurance rates) with potential risks. In other words, the risk is dynamically adapted by the central system 1 in two ways. First, the accumulation of risk is centrally controlled and adapted for each additional risk transfer performed by the system 1, and second, the transferred risk is added to each single transferred risk by weighting the transferred resources. Adapted, which is a dynamic pricing for each single risk. It also makes it possible to provide pre-risk pricing depending on the time delay to departure. Risk transfers carried out one month prior to departure have much higher uncertainty than those carried out two days before departure. An additional advantage is that (1) passengers cannot bet on the insurance company by purchasing insurance or transferring the flight delay risk only for flights that they know are likely to be delayed, which is a better and Lead to more stable operating performance; (2) It is possible to provide a low-latency trigger (which cannot be possible without accurate pricing). Further, in prior art systems, the delay threshold required for payment requires a delay of typically 6 hours or more to ensure stable performance of the prior art system. The present invention (i) allows the realization of automated triggers as low as 30', (ii) allows multiple triggers to be combined, e.g. claims can be triggered on departure and arrival, which is a static conventional It is not possible by the technical system. Risk transfer through low delay triggers requires a much more sophisticated pricing approach, such as our dynamic pricing. Traditional travel insurance systems have high triggers because they do not have accurate pricing systems that in fact require sound data, correct recognition and understanding of delay patterns, inclusion of real-time and predicted data, etc. Another drawback of prior art systems is that typically the policyholder has to file and submit a claim, i.e. a claim. In contrast, the advanced parametric system 1 enables fully automated claim processing, for example via a mobile phone, and no action/request from policy is required. Thus, the present automation system 1 is much more consumer-friendly and is not based on the expectation that the policyholder will not claim due to high hurdles. Finally, prior art systems only allow significantly delayed balancing or settlement for risk events, i.e., risks transferred in case of detection of a delay. Therefore, in general, policyholders are paid several days/weeks after the delay occurs. Sometimes they only accept gift certificates, and sometimes the payment of compensation by the airline is deducted from the risk transfer, i.e. from insurance. In contrast to prior art systems, the present invention provides instant payment transfer within minutes when a delay is triggered. Even transfers can be made before boarding if triggered that a delay will inevitably occur. In addition, risk balancing, i.e. insurance, is paid independently of other compensation, which increases the safety of customers. Thus, the present system 1 enables very consumer-friendly risk handling with a much more attractive value proposition.

In one alternative embodiment, the flight delay insurance system includes an insurance policy data management module connected to an external sales system through a dedicated port, and when the ticket and flight delay insurance policy are sold, the external sales system insures the policy data. Transmits to the securities data management module to achieve risk transfer from the risk-exposure unit and risk transfer to the insurance system.

In a further alternative embodiment, the payment processing module of the system provides payment parameters including at least transfer-out account information, transfer-in account information, transfer amount, and verification key to a third-party payment platform. It is connected with the third party payment platform through a dedicated port to transmit to and receive the processing result status from the third party payment platform.

In another alternative embodiment, the limit payment transfer from the system to the corresponding risk-exposure unit is performed by electronic payment transfer to a remittance account associated with the mobile phone. However, limit payment transfer is not limited to mobile phones. One of the advantages of the present invention is that payment transfer, i.e. payment, can be achieved fully automated via a mobile phone or the like. This may also be realized through a credit card or bank or an appropriate online platform or any other form of automatable electronic platform.

In yet another alternative embodiment, a plurality of payment-transfer modules configured to receive and store payments from the risk-exposure unit for collection of their risks and resources are linked with the remittance account of the risk-exposure unit.

In an alternative embodiment, design time-delay thresholds are set individually for each of the risk-exposure units, depending on payments and/or resources received and stored from the risk-exposure units for their risk collection.

In another alternative embodiment, the design time-delay threshold is set individually for each of the risk-exposure unit and flight or flight trajectory.

In another alternative embodiment, a plurality of payment-transfer modules configured to receive and store payments from the risk-exposure unit for collection of their risks and resources are assigned to an external sales system belonging to the airline or air transport vendor, and The sales system transfers the total payout for all air transport tickets sold for it to the risk-exposure unit.

In another alternative embodiment, the external vending system transfers only the guaranteed payout for the selected segment of air transport tickets sold to the risk-exposure unit.

In an alternative embodiment, the additional filter module of the core engine dynamically increments the time-based stack with a flight delay parameter transmitted based on a selectable trigger-table, and a threshold triggered on the incremented stack value. When is reached, the assignment of the limit transfer to the corresponding trigger-flag is triggered by the filter module.

In another alternative embodiment, the allocation of the limit transfer of payments to the corresponding trigger-flags is automatically activated by the system to ensure a dynamically scalable loss of risk-exposure units with a definable upper guarantee limit, and the payment is It is automatically adjusted based on the probability of the risk exposure of a particular flight or flight trajectory.

In another alternative embodiment, the risk-transfer system is for processing risk-related flight or flight orbit data and providing a probability for the risk exposure of the flight or flight orbit based on the risk-related flight or flight orbit data. An assembly module, wherein the risk-exposure unit is connected to the resource-gathering system by a plurality of payment-receiving modules configured to receive and store payments interlockable with the collected risk-exposure unit for collection of their risks, Payments are automatically adjusted based on the probability of exposure to the risk of a particular flight or flight trajectory.

The accompanying drawings, which are incorporated herein and form a part of the specification, illustrate some aspects of the invention, and are provided together with the detailed description, for example, to explain the principles of the invention in more detail. In the drawing:
1 is a block diagram schematically showing an exemplary configuration of a sub-technology structure for risk transfer of a trajectory-based system 1 according to the present invention. Reference numeral 1 denotes a system according to the present invention, i.e. an autonomously operable automated flight-delay risk transfer and insurance system, reference 2 is a core engine, 3 is a trigger module, 4 is an air transport vendor system, and 5 is suitably realized. Filter module, symbol 6 denotes a fault placement device that generates a technical output or actuation signal, symbol 7 denotes a payment-transfer module that is signaled, operated and manipulated by the system 1 or the core engine 2 of the system 1 do.
2 shows a diagram schematically illustrating an embodiment of a measured delay pattern for a Delta airline flight from Paris (Charles De Gaulle) to New York (JF Kennedy). Extracting and finding delay patterns is complex. As shown, the actual travel time takes longer in winter and exhibits clear seasonality from year to year. However, these seasonal fluctuations are only partially predicted by the scheduled block times announced by Delta Airlines.
3 shows a diagram schematically illustrating a model analysis of realization according to the present invention. As shown on the left side of the figure, for the realization of the present invention, a regression approach is used to generate the total travel time for the elements that characterize each flight, such as (i) calendar indicators: month of year, Day of week, time of day, holiday period, (ii) Airport-based information: flight departure and arrival density, terminal number, and (iii) flight-specific: aircraft type, operator, capacity, etc. In the accuracy approach of the present invention, as illustrated on the right, the average predicted probability is compared to the achieved ratio of delayed aircraft. As an example, the achieved delay rate for a flight from CDG to JFK is 11.5%, while the average predicted value is 11%. The present invention uses a Receiver Operating Characteristic (ROC) curve to measure the classification accuracy for prediction for a specific path only for one specific threshold, eg, 60 minutes. The present invention provides accurate and stable operation. As an example, the ROC curve for a flight from CDG to JFK using a 60 minute delay threshold is shown in FIG. 3.
4 shows a diagram schematically illustrating the generation of predicted flight and flight trajectory data. The present invention can perform real-time simulation for any future flight in which sufficient information (operating airline, scheduled departure and block time, etc.) is captured by the system 1. The example of the chart shown in Fig. 4 shows the delay prediction from CDG to JFK on September 3, 2015 based on the 2014 flight calendar by the present system. As a resultant pattern, Air France has a significantly lower scheduled block time (SBT) and a 10% chance of a 1-hour delay, while American Airlines has a higher SBT than Air France, but another factor, i.e. slower than (i) aircraft. , (ii) other departure/arrival terminals, and (iii) penalized by operational risk.
5 shows a diagram schematically illustrating an example of the workflow and processing cycle of the present invention. Reference number 200 is the step of purchasing a ticket for flight XY123 online, providing risk transfer for flight delays with associated flight delay insurance; At 201, system 1 monitors and checks for risk accumulation: Is system 1 capacity limit ok? If yes, the system 1 generates a specific offer data set(s) for flight XY123 in step 202, i.e., based on the accumulated total risk and the departure time, location, and measurement. Based on travel parameters such as weather conditions and the like, pricing is dynamically determined; In step 203, if the risk transfer is accepted by the system 1, then the electronic clearing and billing steps are performed by the system 1, i.e., by charging dynamic premiums to the credit card or other electronic charging mechanism. Insurance is purchased by Optionally, the system 1 can generate and issue a confirmation, for example by sending the corresponding e-mail to the insured; Finally, in step 204, if the delay for flight YX123 is triggered by the system 1 and the passenger's participation is triggered (e.g., a valid ticket number), then the system 1 will take the applicable limit. Payment data is generated and payment transfers are performed electronically, for example through a mobile money operator and/or to a bank/credit card.
Hereinafter, detailed embodiments of the present invention shown in the accompanying drawings will be described.

In FIG. 1, reference numeral 1 denotes an automated flight trajectory prediction system 1 and a flight trajectory-based automated delay risk-transfer system 1, in particular, an automated system 1 capable of independent operation according to the present invention, and , Code 2 is the core engine, 3 is the trigger module, 4 is the vendor service system, 5 is a properly implemented filter module, 6 is a fault arrangement device that generates a technical output or operation signal, and 7 is data transmission. It means a payment-transfer module or an automated operating loss recovery system with an interface 71, both of which are actuated or manipulated by output signals generated by the system 1. System (1) technically transfers and captures risks resulting from flight-delay events by providing a loss guarantee for the transported risk-exposure units (41,..., 43) based on the collected resources and risks. And handle. The risk-exposure units 41,..., 43 may be passengers or articles carried by specific flights and aircraft. The underlying causes leading to flight delays are not related to the operation of this system; That is, the causes include, in particular, those that are measurable based on atmospheric conditions (e.g. volcanic ash), weather conditions (e.g. floods, earthquakes, typhoons, wind, rain, etc.), heavy air traffic, technical problems with aircraft or airport systems, etc. I can. Thus, the system's technical approach relates only to the recognizable characteristics of the flight pattern. However, Fig. 2 shows the use of an example of the measured delay pattern for a Delta airline flight from Paris (Charles De Gaulle) to New York (J.F. Kennedy), and extracting and finding the delay pattern is complicated. As shown in Fig. 2, the actual travel time takes longer in winter and shows clear seasonal fluctuations from year to year. However, these seasonal fluctuations are only partially predicted by the scheduled block times announced by Delta Airlines. As shown on the left of Fig. 3, for the realization of the present system 1, a regression approach is used to generate the total travel time for the elements that characterize each flight, for example (i) calendar indicator: 1 Month of year, day of week, time of day, duration of holidays, (ii) airport-based information: flight departure and arrival density, terminal number, and (iii) flight-specific: aircraft type, operator, capacity, etc. . In the accuracy approach of the present invention, as illustrated on the right, the average predicted probability is compared to the achieved ratio of delayed aircraft. As an example, the achieved delay rate for a flight from CDG to JFK is 11.5%, while the average predicted value is 11%. System 1 uses a receiver operating characteristic (ROC) curve to measure the classification accuracy for prediction for a specific route only for one specific threshold, e.g. 60 minutes. System 1 provides accurate and stable operation. As an example, the ROC curve for a flight from CDG to JFK using a 60 minute delay threshold is shown in FIG. 3. The system 1 can perform a real-time simulation for any future flight in which sufficient information (operating airline, scheduled departure and block time, etc.) is captured by the system 1, as shown in FIG. 4. The example of the chart shown in Fig. 4 shows the delay prediction from CDG to JFK on September 3, 2015 based on the 2014 flight calendar by the present system. As a result of the pattern obtained, Air France has a significantly lower scheduled block time (SBT) and a 10% chance of a 1-hour delay, while American Airlines has a higher SBT than Air France, but another factor, namely (i) slower aircraft, (ii) Penalty for other departure/arrival terminals, and (iii) operational risk.

The flight trajectory-based automated delay risk-transfer system (1) is by collecting the resources of the risk-exposure units (41,...,43) and by the resource-collection system (11) linked to the insurance system (1). By providing a self-contained risk-transfer system 1 based on the collected resources 11 for risk-exposure units 41,..., 43, a variable number of risk-exposure units 41,... ,43) risk sharing. The risk-exposure units 41,...,43 are configured to receive and store payments from the risk-exposure units 41,...,43 for collection of their risks and resources 111. It is connected to the system 1 by means of a payment-transfer module 7. Thus, the automated flight-delay insurance system 1 provides an automated transfer of risk exposure associated with units 41,..., 43 by its technical means and realization. The responsive flight delay insurance system (1) is a centralized risk control and management cockpit device that dynamically controls the cover by the core engine (2), operated by the core engine (2), and the distribution of risks. Is dynamically adapted by the system 1, and/or the capacity is dynamically or statically limited per airline and/or per airport, or denies guarantees in case of significant risk changes or pricing mechanism changes. Resources transferred from risk-exposure units (41,..., 43) to collect risk are dynamically adapted for each single transfer risk, depending at least on the time threshold to departure of the flight, resource-based uncertainty The factor is adjusted to decrease dynamically depending on the threshold of time to departure of the flight. Adaptation can be performed, for example, on requests of risk-exposure units 41,..., 43 that are respectively sent to the system 1 for risk collection and transfer.

The system 1 includes the transmitted flight data parameters 102, 202 of the aircraft controllers 911,...,914 and/or the ground-based flight controllers 921,...,924 of the airport or flight control system. And capture means 31 for receiving. Aircraft controllers 911,..., 914 are electronic systems with sensors that provide a large amount of technical information data and operational data of the aircraft. Aircraft controllers 911,...,914, like the so-called flight management system (FMS), are a basic component of the avionics of modern airliners. FMS typically includes specialized computer systems that automate a wide variety of in-flight tasks. Its main function is the in-flight management of flight plans. Using a variety of sensors, such as GPS (Satellite Positioning System) and INS (Inertial Navigation System), often supported by radio navigation to determine the aircraft's position, the FMS can guide the aircraft along the flight plan. In the cockpit, the FMS is usually controlled through a control display unit (CDU). The FMS transmits the flight plan to the Electronic Flight Instrumentation (EFIS), Route Indicator (ND) or Multifunction Indicator (MFD) for display. However, the aircraft controller (911,...,914) according to the present invention is a communication system, a navigation system, a monitoring system, an aircraft flight-control system, a collision-avoidance system, a black box data system, a weather system and/or an aircraft management system. It may include all kinds of avionics, such as systems, ie avionics that are generally used as electronic systems for aircraft, satellites and spacecraft. Thus, the aircraft controllers 911,..., 914 include communication, navigation, electronic display and management of multiple systems and all the various systems installed on the aircraft to perform individual functions. These can be as simple as the searchlight control of a police helicopter or as complex as a strategic system for an aerial early warning platform. Aircraft controllers 911,..., and 914 as used in the present invention refer to all kinds of avionics as a hybrid of avionics and electronic devices.

Ground-based flight controllers 921,...,924, such as air traffic controllers, may include systems for maintaining a safe flow of air traffic in air traffic control systems around the world. Air traffic controllers, i.e. air traffic control systems, are typically implemented in order to safely and efficiently move all aircraft through their assigned areas of the airspace as well as on the ground, with aircraft at a safe distance from each other in their area of responsibility. It is based on separation rules. Thus, the air traffic data is analyzed based on the executed separation rule. Air traffic control systems capture data from all flights and flight trajectories in their zones. It is noted that the so-called air traffic control (ATC) provided by ground-based controllers can guide aircraft electronically on the ground and through controlled airspace, but does not provide control to aircraft in uncontrolled airspace. The main objectives of ATC systems around the world are to avoid collisions, organize and expedite the flow of operations, and provide information and technical data to the pilot or any relevant systems. It should also be noted that in some countries, data access to the ATC system is difficult because the ATC system plays a security or defensive role in these countries or is operated by the military. In uncontrolled airspace or airspace areas where access to ATC data is restricted, predicted or extrapolated flight and flight trajectory data 121 and 131 are used by the system 1. Except for ground-based flight control systems 921,..., 924, aircraft flight control systems 911,..., 914 also provide data, while system 1 of the present invention has two data paths. It can be triggered on all. Aircraft flight control systems 911,..., 914 typically consist of flight control surfaces, respective cockpit controls, linkage linkages, and actuation mechanisms necessary to control the direction of the aircraft in flight. Also, aircraft engine control is considered flight control as they change speed. Thus, the data used and captured by the aircraft flight control systems 911,...,914 includes all relevant operational data of the aircraft during flight.

The detection of flight indicators indicative of the predicted or actual flight time parameters (1231, 1232, ...) assigned to a specific flight or flight trajectory (1221, 1222, ...) of the aircraft (81,...,84). For this purpose, the transmitted aerial data parameter 121 is filtered by the filter module 5. In the aviation data parameters, the system 1 has a capture means for receiving the transmitted flight plan parameters of the aircraft 81,...,84 carrying the collected risk-exposure units 41,...,43. It may further include. Flight planning parameters include, at least, airport indicators and parameters that enable to determine the frequency of the aircraft's approach and/or landing and/or departure for a particular aircraft or aircraft fleet 81,...,84. Flight planning parameters are generally used to determine the operation of a particular aircraft or aircraft fleet (81,...,84) and to determine the planned behavior of the aircraft, such as approach and/or landing and/or departure indicators of the aforementioned airports. Is a set of measurable elements, and, if possible, ground sampled distance (GSD), longitudinal redundancy (xp), lateral redundancy (q), overflight parameters for a specific area, and four dimensions (time- Related) parameters of an air traffic control (ATC) decision support tool, including relevant parameters for prediction or planning of aircraft trajectories, connected aircraft status data, predicted atmospheric status data, and/or any flight intention data, and/or Other flight parameters may be included, including parameters related to approach and landing systems or ground control systems.

System 1 filters through the data flow path of aircraft controllers 911,...,914 and/or ground-based flight controllers 921,...,924, by predefined time-delay thresholds. And a trigger module 3 that dynamically triggers the time-of-flight parameters 1231, 1232, ... Aircraft controllers 911,...,914 and/or ground-based flight controllers 921,...,924 are connected to the core engine 2 via communication networks 50,51. The trigger module 4 is dynamically triggered on the data flow path via the communication networks 50 and 51. For triggering that exceeds the design time-delay threshold, the triggered flight or flight trajectory 1221, 1222 of the aircraft 81,...,84 including at least flight delay parameter 1322 and flight identification 1321. , ...) of the operating parameters are captured and assigned to the flight identifier 1321 of the aircraft 81,...,84, the table elements 132, 133, ... of the selectable trigger-table 13. ). The design time-delay threshold is, for example, depending on the payments and/or resources received and stored from the risk-exposure units 41,..., 43 for their risk collection, the risk-exposure unit 41, ...,43) can be set individually for each. Moreover, the design time-delay threshold may also be set individually for each of the risk-exposure units 41,..., 43 and the flight or flight orbits 1221, 1321.

This allows the system 1 to capture the aviation data parameters 102, 202 of the aircraft controllers 911,...,914 of the airport or flight control system and/or the ground-based flight controllers 921,...,924. Or by means of including a monitoring means 31 for measuring, the monitored aerial data parameter 121 is assigned to a specific flight trajectory (1221, 1222, ...) of the aircraft (81, ..., 84). It is filtered by the filter module 5 for detection of flight indicators representing predicted or actual time-of-flight parameters 1231, 1232, .... As discussed, aircraft controllers 911,...,914 and/or ground-based flight controllers 921,... Connected to (2), the trigger module 4 of the core engine 2 is dynamically triggered on the data flow path via the communication network 50, 51. The trigger module 3 is a predicted flight trajectory generated by the core engine 2 on the basis of the flight indices associated with the generated predicted flight trajectories 1221, 1222, ... and the measured flight data parameters 121. 1221, 1222, ...), including a flight trigger for triggering and filtering, and for triggering exceeding a design time-delay threshold, at least flight delay parameter 1322 and flight identification 1321 The triggered flight of (81,...,84) or the operating parameters of the flight trajectory (1221, 1222, ...) are captured and assigned to the flight identifier (1321) of the aircraft (81,...,84). The selected selectable trigger-table 13 is stored as table elements 132, 133, ...). For each triggered occurrence of a time delay associated with a particular flight orbit (1221, 1321), it corresponds to all risk-exposure units (41,..., 43) that can be assigned to that particular flight orbit (1221, 1321). A trigger-flag is set by the core engine 2, a limit transfer of payments is assigned to each trigger-flag, and the allocation of the limit transfer of payments to that trigger-flag is a risk-exposure unit with a definable upper limit of guarantee. Automatically triggered by the system (1) to ensure a dynamically scalable loss of (41,...,43), payments are automatically adjusted based on the probability of the risk exposure of a particular flight trajectory, and the system ( 1) inspects and monitors the risk accumulation and dynamically determines payment based on the accumulated total risk and based on predefined travel parameters, and the losses associated with the triggered time delay are dynamically determined by the system 1 The risk collected by the limit payment transfer from the system 1 to the corresponding risk-exposure unit 41,...,43 via the payment-transfer module 7 operated or controlled by the generated output signal. On the basis of the received and stored payment parameters from the exposure units 41,..., 43 and on the basis of each trigger-flag, it is explicitly guaranteed by the system 1.

For prediction of the flight trajectory, the system 1 can dynamically generate a 3D grid network table representing the digitized airspace, each grid point is the location of a meteorological measurement parameter, and creates a cube around these grid points. , The entire airspace is represented as a set of dynamically generated cubes, with each cube being maintained evenly within the cube created for a predefined period of time, by its center, the initial grid point, and the associated meteorological parameters. Is defined. The core engine 2 aligns the generated raw trajectory to the set of cube centroids as a fixed 3D position independent of the trajectory data, and the shape trajectory is created as a 4D joint cube, and each cube is not only associated with spatiotemporal properties, but also It is a segment that also relates to meteorological measurement parameters. The system 1 may include a machine learning means, and the machine learning means applies a probabilistic structure to predict and generate a flight trajectory in consideration of environmental uncertainties, thereby applying a probabilistic structure to a predefined inference structure derived from the historical measurement data. It is applied and trained on the basis of. The probabilistic structure can be based, for example, on the Hidden Markov Model (HMM). During operation and processing of the system 1, time-series clustering may be applied, for example, to generate input measurement parameters from an excess set of meteorological parameters. The input measurement parameters generated from the excess meteorological parameter set can be supplied to, for example, Viterbi algorithm based processing means. The system 1 may, for example, use only dynamically monitored actual orbit datasets with relevant meteorological measurement parameters.

It should be noted that each generated trajectory or flight path is a path that a moving object, ie an airplane, follows through space as a function of time. Thus, the trajectory created here is a time-ordered set of states of the dynamic system (as given by the Poincare map). In this dynamic adaptive system, such a first regression map or pointcare map represents the intersection of a periodic trajectory in the state space of a continuous dynamic system and a specific lower-dimensional subspace, i.e. a pointcare segment traversing the air traffic flow. To form. A periodic orbit can be considered an initial condition within a segment of space, and a periodic orbit later leaves that segment, observing the point at which these orbits first return to that segment. The system 1 creates a map for transmitting a first point to a second point. The transversality of the point care compartment means that the periodic trajectory starting in the subspace flows through it and not parallel to it.

For each triggered occurrence of a time delay associated with a flight or flight trajectory (1221, 1321), a corresponding trigger on all risk-exposure units (41,..., 43) assignable to that flight (1221, 1321) -The flag is set by the core engine 2. A limit transfer of payment is assigned to each trigger-flag by the system (1). The allocation of the limit transfer of payment to the corresponding trigger-flag is activated automatically by the system 1 to ensure the dynamically scalable loss of the risk-exposure units 41,...,43. The losses associated with the triggered time delay can be achieved through a payment-transfer module 7 or an automated operating damage recovery system actuated or manipulated by the generated output signal of the fault placement device 6 of the system 1. Based on the received and stored payment parameters from the collected risk-exposure units 41,...,43 by transfer of limit payments from (1) to the corresponding risk-exposure units 41,...,43 Thus and on the basis of each trigger-flag, it is explicitly guaranteed by the system 1. Finally, the system 1 comprises, in particular, (i) a system fully integrated into the airline's website or the credit card's website, etc.; (ii) light integration; (iii) standalone app solution; And (iv) it should be noted that this can be realized by using different structures, such as a standalone website.

The core engine 2 can be realized so that the system 1 operates from the point of view of a centrally controlled cockpit system to allow dynamic maneuvering and control by discriminating the guarantee and distribution of risks, for example system 1 By limiting capacity per airline, per airport, etc., or, if necessary, does not provide guarantees in case of significant risk changes or changes in pricing mechanisms. There may also be monitoring devices for interlocked risk transfer systems (eg, automated insurance) with read-only access and no access to the pricing engine. Thus, the system 1 is implemented as part of the inventive system of the present application provided herein, in particular with regard to automated risk control and management, in which the steering means or cockpit is realized, (i) a pricing engine (rate and delay triggers). ), (ii) system(1) can control airport/airline/flight/day capacity and accumulation, and (iii) system(1) is airport/airline/flight/per day Real-time P&L guarantees or statements can be provided, and (iv) real-time P&L guarantees or statements per airport/airline/flight/day can be provided to linked risk transfer systems, e.g. automated insurance systems. have. Thus, the present inventive system enables the realization of an automated real-time risk control system in a highly automated manner that was not possible with known prior art systems.

The payment-transfer module 7 or the insurance policy data management module of the flight track-based dynamic system 1 can be connected, for example, to an external sales system 4 through a dedicated port, and the ticket and flight delay insurance policy When sold, the external sales system 4 transmits the insurance policy data to the payment-transfer module 7 or the policy data management module, dynamically adapting and adapting from the risk-exposure units 41,..., 43. Risk transfer is carried out to the operating system (1). The payment-transfer module 7 of the system 1 transmits, for example, payment parameters including at least remittance account information, deposit account information, transfer amount, and verification key to a third-party payment platform and makes third-party payments. In order to receive the processing result status from the platform, it may be connected with a third party payment platform through a dedicated port. The limit payment transfer from the system 1 to the corresponding risk-exposure units 41,..., 43 can be performed, for example, by electronic payment transfer to a remittance account linked with a mobile phone. However, limit payment transfer is not limited to mobile phones or mobile phones. One of the advantages of the present invention is that payment transfer, i.e. payment, can be achieved fully automated via a mobile phone or the like. This can also be realized through a credit card or a bank or an online platform or any other form of automatable electronic platform. In credit card companies and/or potentially other electronic payment transfer systems, the problem arises that such systems generally do not have access to detailed flight schedule data. In order to overcome this problem, as a variant of the embodiment, the present system 1 is, for example, an Airline Reporting Corporation (ARC) system and/or a Billing and Settlement Plan (BSP) system and The same can be realized through data access to the capture and feedback data system. It is noted that the data acquisition system may also form an integrated part of the progressive system 1 proposed here. By accessing this data, the system 1 automatically matches the ticket number information held by the credit card company to the passenger's itinerary in order to calculate the price for the trip with all the necessary information. The ticket number enables two-way biunique, one-to-one and onto identification of various parameters (ie flight, flight number, passenger or cargo, etc.). Each ticket number is issued only once. If a passenger cancels a flight or switches to another flight, a new two-way unique ticket number will be issued; That is, whenever a customer decides to rebook or cancel a flight, for example, a new ticket number is issued immediately, and the system (1) automatically updates the risk-transfer and guarantee to cancel the previously provided guarantee and It makes it possible to revise this with new flight details by means of internal controls that provide new guarantees for the flight. Regardless of the type of ticket used in connection with the system 1, the appropriate ticket parameter may include the following information details: (i) the passenger's name; (ii) the issuing airline. (iii) the ticket number including the airline's three-digit code at the beginning of the number; (iv) the city for which the ticket is valid for travel in between; (v) The flight for which the ticket is valid. (Unless the ticket is "open"); (vi) baggage allowance; (vii) fares; (viii) taxes; (ix) "Fare Basis", an alphabetic or alphanumeric code that identifies the fare; (x) restrictions on changes and refunds; (xi) the date the ticket is valid; (xii) "Payment form", ie the details of the method of payment for the ticket, which in turn affects the refund method; (xiii) the exchange rate used to calculate any international portion of fares and taxes; And/or (xiv) "Fare Construction" or "Linear" showing a breakdown of the total fare. The ticket number may include an airline ticket identification number. Airline tickets have a 15-digit identification number associated with each of these in a two-way uniqueness. The first 14 digits identify the ticket and the 15th and last digits are check digits. For example, possible identification numbers and check numbers may be 0-001-1300696719-4. In this example, the first number is 0 and is the coupon number. Coupon number 1 identifies the ticket for the first flight of the trip, 2 identifies the ticket for the second flight of the trip, and so on. Coupon number 0 identifies the customer receipt. The second part of the identification number, 001, for example, identifies the airline. The third part, 1300696719 as an example, is the document number. And as an example, the last number, which is 4, is a check number. Tickets use the "mod 7" check number system.

The Airline Reporting Corporation (ARC) system mentioned is a system that provides electronic ticket transaction settlement services between airlines and travel agencies (both traditional and online) and travel management companies that sell their products. The ARC system primarily provides business product services, travel agency authorization services, automated process and financial management tools, and data analysis and data processing systems to the US-based travel industry. In particular, ARC also supports other systems in the airline industry to function properly by electronically providing its transaction data in a variety of industries, including finance. The BSP (Billing and Settlement Plan) system is designed to facilitate and simplify the automated sales, reporting, and remittance procedures of IATA-accredited passenger dealerships, as well as to improve the financial control and cash flow of BSP airlines. BSP is a central system for data and money flow between travel agents and airlines. Rather than having all agencies have individual relationships with each airline, all information is integrated and routed through the BSP system. The agent makes one single payment (transfer) to BSP, covering sales to all BSP airlines. BSP performs one consolidated payment transfer to each airline, covering sales made by all agents in the country/region. Agents are provided with a variety of electronic ticket numbers that are used to sell any airline. The BSP system typically provides a working process for the agent, which consists of the following steps: (1) Preparing to sell on behalf of the airline: That is, before the agent begins selling on behalf of the airline, the following processing steps are performed. Becomes: (i) Various electronic ticket numbers are assigned to the agent's system; (ii) the airline assigns the ticketing authority to the agent to allow the issuance of ET; (iii) Distributors need access to an lATA approved ticketing system such as the Global Distribution System (GDS). (2) Automated reporting by the agency's system: The agency's system electronically reports all sales and refunds at the end of the reporting period. This can be realized electronically, for example via BSPIink. All transactions are sent to the central BSP data processing center (DPC). (3) Processing operated by the BSP system through the data processing center: (i) capture of ticket and refund information from data files sent by the GDS/ticketing system or other automated system such as BSPIink; (ii) Process all relevant data and generate a "agent billing analysis" for each agent. This analysis is compiled from information from one or more reporting periods; (iii) Send a statement of sales made by the agent to each BSP airline. These statements are compiled from information from one or more reporting periods; Monitor ET coverage and provide dissemination as needed. (4) Payment Transfer and Decision: The agent's system immediately performs one net remittance, each payment data transfer, for all BSP airlines, covering all their BSP transactions during the period. BSP's preferred payment method is direct debit. (5) Follow-up processing by the airline: Each airline's accounting system automatically audits the input data and, if necessary, sends a debit/credit accounting memo (ADM/ACM) to the agency's system. Accordingly, a plurality of payment-transfer modules 7 configured to receive and store payments from the risk-exposure units 41,...,43 for the collection of their risks and resources are provided with the corresponding risk-exposure units 41,. ..,43) can be linked to the remittance account. A plurality of payment-transfer modules 7 can be configured to receive and store payments from risk-exposure units 41,..., 43, for example for collection of their risks and resources, and It is assigned to an external sales system 4 belonging to the transport vendor, and the external sales system 4 transfers the total payout for all air transport tickets sold thereof to the risk-exposure units 41,...,43. In this regard, the external sales system 4 transfers the guaranteed payout to the risk-exposure units 41,..., 43 only for selected segments of air transport tickets sold.

Finally, as an alternative, the additional filter module 5 of the core engine 2 is a time-based stack with transmitted flight delay parameters 1322, e.g., based on a selectable trigger-table 13 Can be dynamically incremented, and when a threshold triggered for the incremented stack value is reached, the allocation of the limit payment transfer to the corresponding trigger-flag can be activated by the filter module 5. The allocation of the limit payment transfer to the corresponding trigger-flag is, for example, by the system 1 for dynamically scalable loss guarantees of the risk-exposure units 41,..., 43 with a definable upper guarantee limit. It can be activated automatically, and payments are automatically adjusted based on the probability of the risk exposure of a particular flight or flight trajectory. The risk-transfer system 1 processes, for example, risk-related flight or flight orbit data 121, 131 and based on the risk-related flight or flight orbit data 121, 131, the flight or flight orbit 1221, 1321) may further include an assembly module for providing the probability of the risk exposure, and the risk-exposure units 41,..., 43 are collected for their risk collection. ..., 43) is linked to the flight delay-risk transfer system 1 by a plurality of payment-receiving modules 7 configured to receive and store payments, which can be linked to a specific flight or flight trajectory 121 , 131) is automatically adjusted based on the probability of exposure to the risk.

Ground-based flight control stations 921,...,924 and aircraft controllers 911,...,914 are connected to the core engine 2 of the system 1 via a communication network 50/51. Ground-based flight control stations (921,...,924) and aircraft controllers (911,...,914) are part of the technical systems of operators of aircraft fleets, e.g. airlines or air freight/air freight companies. In addition, it is part of the technical system of flight monitoring services for aircraft manufacturers such as Airbus or Boeing, or airport flight systems. Aircraft 81,...,84 include, for example, aircraft for freight and/or passenger transport and/or airships such as zeppelins, or even space shuttles or other means of flight for space travel. can do. Aircraft 81,..., 84 may likewise comprise motorized and non-motorized means of flight, in particular gliders, power gliders, hang gliders, and the like. As mentioned, the ground stations 921,...,924 and aircraft controllers 911,...,914 can be connected to the core engine 2 via, for example, a communication network 50, 51, The trigger module 4 dynamically triggers on the airport data flow path of the ground-based flight controllers 921,...,924 and the aircraft controllers 911,...,914 through the communication networks 50, 51. do. For each triggered occurrence of the flight delay assigned to the table elements 122, 132 of the selectable trigger-tables 12, 13, the assigned operating aviation parameter is the corresponding design flight delay threshold by the core engine 2 Matches the value. Transmission of aerial data parameters (121, 131). Respectively, the triggering of the data path may also include additional parameters. For example, the parameter may also be a log parameter of the aircraft at the moment of its location at a particular airport, for example a flight management system (FMS) and/or an inertial navigation system (INS) and/or a fly-by-wire. ) Sensors and/or measured value parameters of the aircraft's flight monitoring device may be included, thereby automatically detecting or verifying airport closures. Transmission may include one-way or two-way end-to-end data and/or multimedia stream based transmission over a packet-switched communication network, such as an IP network, or over a circuit-switched communication network using an appropriate protocol. The communication network interface 31 of the trigger module 3 can be realized by one or more different physical network interfaces or layers that can support several different network standards. For example, this physical layer of the communication network interface 31 of the trigger module 3 is WLAN (Wireless Local Area Network), Bluetooth, GSM (Global System for Mobile Communication), GPRS (Universal Packet Radio Service), USSD (Unstructured Additional service data), EDGE (enhanced data rate for GSM evolution), or UMTS (universal mobile communication system). However, they may also be physical network interfaces for Ethernet, Token Ring or other wired local area networks (LANs). Thus, the reference symbol 50/51 is a variety of communication networks, for example (IEEE 802.1x base) wireless LAN, Bluetooth network, wired LAN (Ethernet or Token Ring), or mobile wireless network (GSM, UMTS, etc.) or PSTN. May include a network. As mentioned, the physical network layer of the communication network interface 31 is not only a packet-switched interface used directly by the network protocol, but also PPP (Point-to-Point Protocol), SLIP (Serial Circuit Internet Protocol) or It may be a circuit-switched interface that can be used by a protocol such as GPRS (General Packet Radio Service).

In addition, the risk-exposure units 41,..., 43 may include an identification module. With respect to the risk-exposure units 41,..., 43, this identification module can be realized in hardware or at least partly in software, and trigger module 3 by means of a contact-based or contactless communication network interface 31. Can be connected to. In particular, the identification module may be in the form of a SIM card, as known from the GSM standard. This identification module may include, inter alia, authentication data related to authenticating a related device in the network 50/51. Such authentication data may include, inter alia, IMSI (International Mobile Subscriber Identifier) and/or TMSI (Temporary Mobile Subscriber Identifier) and/or LAI (Location Area Identity) based on the GSM standard. With an additional implementation of this identification module, the system 1 comprises the generation and transmission of the output signal 61 by the defect placement device 6 and the operation of an automated payment transfer module or loss guarantee system 7. It can be fully automated. This enables independent verification of the losses suffered by the risk-exposure units 41,..., 43. In this alternative embodiment in which the connected risk-exposure units 41,..., 43 comprise an identification module, such as a SIM card for storing IMSI, the risk-exposure units 41,..., 43 It may also comprise means for transmitting the IMSI to the registration module of the system 1, for example upon request. Thus, the IMSI can be stored in the appropriate user database of the registration module. In order to identify or authenticate an identifier, the registration module can use an extensible authentication protocol, for example. In the case of GSM-based authentication using a location register, the system 1 may also include a suitable signaling gateway module to supplement the logical IP data channel to form signal and data channels in such location registers in the GSM network. The MAP gateway module can be used to generate the SS7/MAP function required to authenticate the transmitted ID or interface stored in the corresponding identification module. The registration module authenticates at least one communication network interface using, for example, a signaling gateway module based on the IMSI of the SIM card, and a user database of the location register. Once the successful authentication is stored in the registration module's user database, the appropriate entry is stored, and/or a data connection to one or more communication network interfaces can be established, for example by the trigger module 3 and/or the core engine 2. I can.

It is important to understand that this automated system (1) enables the realization of not only retail flight delay insurance (FDI) systems, but also mass FDI systems. In the case of the FDI system, individual passengers are given the opportunity to purchase risk-transfer, i.e. insurance, when they purchase tickets online. The process is 100% automated through the technical realization of this system (1). If the delay threshold is met (e.g. if the gate arrival delay exceeds 1 hour; the product may have several triggers including delays of departure and arrival), the insurance is paid immediately via the mobile phone. The seller may be the airline operating the flight, a travel agent and/or a credit card company. The advantage of the risk-exposure units 41,..., 43, i.e. the passengers or goods to be transported are protected against costs due to delays (i.e. hotel accommodation, transportation needs, etc.), when they have to pay those costs. Receive payments smoothly. In the case of an automated high-volume FDI system, the present invention may be suitable for airlines or other companies involved in the travel business, such as credit card companies, to provide compensation for flight delays to their customers. The basic idea is that the partner company pays a fixed annual premium and pays all late charges. The company includes the insurance cost in the ticket price/credit card fee and deploys delay insurance as a differentiated service. Partner Companies may make the Service available to all passengers or selected segments (eg Business Class passengers, Gold Card holders, etc.). The advantages of mass risk-transfer by this system (1) are: (i) differentiation from competitors through value-passion services to customers, (ii) differentiation specifically for airlines: their legal obligations (e.g. EU It enables the "hedge" of flight delay compensation rule 261).

For the realistic performance of the system 1, the system 1, as the captured aerial data parameters 121, 131, includes: (i) historical flight data for more than 120 million flights (2013-present), And, inter alia, data including departure and arrival airports, airlines, aircraft type, planned and actual arrival and departure times, and (ii) expected flight schedule data used to improve the predictability of delay patterns (flights are planned one year in advance). And updated weekly), (iii) historical weather data used to improve understanding of delay patterns, and (iv) real-time weather and air traffic data that will become available in the near future and help improve delay predictions. It is tested with additional data. System 1 uses a Delay Probability Function (DPF), which is the basis for generating a price FDI guarantee by system 1. Typically, DPF provides the best estimate of the probability of delay for a particular flight, where (i) departure delay is defined as the difference between the actual gate departure and the scheduled gate departure, and (ii) the arrival delay is the actual gate arrival and the scheduled departure. Defined as the difference between gate arrivals, (iv) delay threshold: expected delay exceeds 30', 45', 60', 90', 150', 180' and 360' (or continuous function), and (iv ) Flights are defined by departure and arrival airports, operator/airline, time, date, week, number of weeks (week #) and month. For example, only historical data can be used to demonstrate operability. However, expansion through real-time data can also be considered.

It should be noted that, in contrast to prior art systems, the system 1 of the present invention allows dynamic pricing for risk-transfer by the system. Delays typically depend on a variety of factors (eg, operational density, day/season, weather, airline process). If the block time is defined as the planned flight duration (from the push back of the scheduled take-off at the departure gate to the arrival of the destination gate), the block time is strongly correlated with the delay; That is, the longer the block time, the lower the delay probability. Everything else remains constant and if the block time is increased by 30', the average delay decreases by -30'. Moreover, block time has a seasonal pattern and sometimes also a trend. In addition, airlines have different approaches/strategies for planning and setting their block times. The system 1 can generate a delay probability based on historical flight data for all routes and airlines. This delay probability function (DPF) is modified for a wide variety of factors (fixed pricing) that affect delay.

When predicting delays for future flights, DPF is used to take into account weather conditions and for future changes in block times (block time schedule data is available up to a year in advance; this is required for air traffic and airport capacity planning). (Related to pricing close to departure). Thus, there are several advantages of dynamic pricing, as provided by this system (1), in particular (i) more accurate delay prediction, better pricing based on predictable loss rates, and (ii) all smart pricing. It takes into account future block time and weather information as well as historical flight data connected to the pricing engine. In summary, block times change over time. Thus, the automated system must be able to dynamically change to take into account the relevant factors to issue accurate delay estimates that are critical to a profitable flight delay risk-transfer structure.

1: Flight trajectory prediction system and flight trajectory-based automated delay-risk transfer system
11: Automated storage for collection of resources
12: selectable trigger-table
121: Aviation data parameter
122: table element
1221: Flight or flight trajectory identification
1222: Flight time parameter
13: selectable trigger-table
131: Aviation data parameters
132: table element
1321: Flight or flight trajectory identification
1322: flight delay parameter
2: core engine
3: trigger module
31: means for capturing data through a communication network interface
4: Air transport seller system
41,...,43: risk-exposure unit
5: filter module
6: fault placement device
61: output signal
7: Payment-transfer module
71: data transmission interface
50/51: communication network
81,...,84: Aircraft/Air Vehicles
911,...,914: aircraft controller
921,...,924: ground-based flight controller

Claims (32)

By collecting the resources of the risk-exposure units (41,..., 43), and by the resource-gathering system 11 linked with the automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system (1). By providing an automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system 1 based on the collected resources 111 for the risk-exposure units 41,..., 43, a variable number of It is related to airspace risk for the risk sharing of the risk-exposure units (41,...,43),
The risk-exposure units (41,...,43) are configured to receive and store payments from the risk-exposure units (41,...,43) for their risk and collection of resources (111). Connected to the automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system 1 by a payment-transfer module 7 and automation of risk exposures associated with the units 41,..., 43 The transfer is an automated flight orbit prediction and flight orbit-based automated delay risk-transfer system (1) provided by the automated flight orbit prediction and flight orbit-based automated delay risk-transfer system (1),
The automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system 1 is an aircraft controller (911,...,914) or a ground-based flight controller (921,...,924) of an airport or flight control system. ), monitoring means 31 for capturing or measuring the aerial data parameters 102, 202 of the aircraft, and the monitored aerial data parameters 121 are the specific flight trajectories 1221 of the aircraft 81,...,84. , 1222, ...) is filtered by the filter module 5 for detection of flight indicators representing the predicted or actual flight time parameters 1231, 1232, ...),
The aircraft controller (911, ..., 914) or the ground-based flight controller (921, ..., 924) through the communication network (50, 51) the automated flight trajectory prediction and flight trajectory-based automation delay risk -Connected to the core engine 2 of the previous system 1, the trigger module 3 of the core engine 2 dynamically triggers on the data flow path through the communication network 50, 51,
The trigger module 3, based on the monitored flight data parameter 121 and the flight index associated with the predicted flight trajectory (1221, 1222, ...) generated by the core engine (2), the Include a flight trigger for triggering and filtering the predicted flight trajectory (1221, 1222, ...),
For the prediction of the flight trajectory, the automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system (1) dynamically generates a 3D grid network table representing the digitized airspace, and each grid point measures weather. Is the position of the parameter, and by creating cubes around these grid points, the entire airspace is displayed as a dynamically created cube set, each cube is defined by the center of each cube, and the generated during a predefined time period. Stays evenly within the cube,
The core engine 2 aligns the generated raw trajectory to the cube center set as a fixed 3D position irrelevant to the trajectory data, and the shape trajectory is created as a 4D joint cube, and each cube has space-time properties and weather conditions. Is a segment related to the measurement parameter,
In case of triggering exceeding a defined time-delay threshold, the triggered flight trajectory 1221, 1222, of the aircraft 81,...,84, including at least flight delay parameter 1322 and flight identification 1321, ...) of the table elements 132, 133, ... of the selectable trigger-table 13 are captured and assigned to the flight identification 1321 of the aircraft 81, ..., 84 Stored as
For each triggered occurrence of a time delay associated with a particular flight orbit (1221, 1321), it corresponds to all risk-exposure units (41,..., 43) that can be assigned to that particular flight orbit (1221, 1321). A trigger-flag is set by the core engine 2, a parametric transfer of payment is assigned to each trigger-flag, and the allocation of the limit transfer of payment to that trigger-flag is a definable upper limit of guarantee. It is automatically operated by the automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system 1 to ensure the dynamically expandable loss of the risk-exposure units 41,..., 43, The payment is automatically adjusted based on the probability of the risk exposure of a specific flight orbit, and the automated flight orbit prediction and flight orbit-based automated delay risk-transfer system 1 inspects and monitors the risk accumulation, and the accumulated Dynamically determining the payment based on the total risk and on the basis of the defined travel parameters, the losses associated with the triggered time delay, the automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system (1) The corresponding risk-exposure unit 41 from the automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system 1 by means of a payment-transfer module 7 operated or manipulated by a dynamically generated output signal of By transfer of limit payment to ...,43), based on the received and stored payment parameters from the collected risk-exposure units (41,...,43) and on the basis of each trigger-flag, said Explicitly guaranteed by the automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system (1),
Automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system (1). The method of claim 1,
The automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system (1) includes a machine learning means, and the machine learning means is probabilistic for predicting and generating the flight trajectory in consideration of environmental uncertainty. Characterized in that it is applied and trained based on a predefined reasoning structure derived from the historical measurement data by applying the structure,
Automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system (1). The method of claim 2,
The probabilistic structure is characterized in that based on a Hidden Markov Model (HMM),
Automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system (1). The method according to claim 2 or 3,
Characterized in that during the processing of the automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system (1), time-series clustering is applied to generate input measurement parameters from an excess set of meteorological parameters,
Automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system (1). The method of claim 4,
The input measurement parameter generated from the excess meteorological parameter set is supplied to a processing means based on a Viterbi algorithm,
Automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system (1). The method of claim 5,
The automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system (1) is characterized in that it uses only a dynamically monitored actual trajectory dataset, along with relevant meteorological measurement parameters,
Automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system (1). The method of claim 1,
The filter module 5 of the core engine 2 dynamically increments the time-based stack with the flight delay parameter 1322 based on the selectable trigger-table 13, and When a threshold to be triggered for is reached, the allocation of a limit transfer of payment to the corresponding trigger-flag is activated by the filter module (5).
Automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system (1). The method of claim 1,
The automated flight trajectory prediction and flight trajectory-based automation delay risk-transfer system (1) is a centralized risk control and management cockpit device that is dynamically manipulated by distinguishing guaranteed by the core engine (2), and the distribution of the risk Is dynamically adapted by the above automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system (1), or capacity is dynamically or statically limited per airline or per airport, or in case of significant risk change or pricing mechanism change. Characterized in that the said guarantee is denied to,
Automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system (1). The method of claim 1,
The transferred resource is adapted for each single transferred risk, at least depending on the time to departure threshold of the flight, and the resource-based uncertainty factor is dynamically adjusted to decrease depending on the time to departure of the flight threshold. Characterized in that,
Automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system (1). The method of claim 1,
The automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system (1) payment-transfer module (7) or insurance policy data management module is connected to the external sales system (4) through a dedicated port, and ticket and When the flight delay insurance policy is sold, the external sales system 4 transmits the insurance policy data to the insurance policy data management module to predict the automated flight trajectory from the risk-exposure unit (41, ..., 43). And flight trajectory-based automated delay risk-transfer system (1) to achieve risk transfer,
Automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system (1). The method of claim 1,
The automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system 1 payment-transfer module 7 includes at least transfer-out account information, transfer-in account information, and transfer amount. , And a payment parameter including a verification key to a third-party payment platform, and to receive a processing result status from the third-party payment platform, characterized in that it is connected with the third-party payment platform through a dedicated port. ,
Automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system (1). The method of claim 1,
The automatic flight trajectory prediction and flight trajectory-based automatic delay risk-transfer system (1) to the corresponding risk-exposure unit (41, ..., 43) is transferred to the remittance account linked to the mobile phone electronically. Characterized in that it is executed by payment transfer,
Automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system (1). The method according to any one of claims 11 or 12,
The plurality of payment-transfer modules 7 configured to receive and store payments from the risk-exposure units 41,..., 43 for the collection of their risks and resources are provided with a corresponding risk-exposure unit 41, ..., characterized in that it is linked to the remittance account of 43),
Automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system (1). The method of claim 1,
The defined time-delay threshold depends on the payments or resources received and stored from the risk-exposure unit (41,...,43) for their risk collection, the risk-exposure unit (41,.. .,43) characterized in that it is set individually for each,
Automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system (1). The method of claim 1,
The defined time-delay threshold is set individually for each of the risk-exposure units 41,..., 43 and the flight or flight orbits 1221, 1321,
Automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system (1). The method of claim 1,
The plurality of payment-transfer modules (7), configured to receive and store payments from the risk-exposure units (41,...,43) for the collection of their risks and resources, are sold outside of airlines or air transport vendors. Assigned to the system 4, characterized in that the external sales system 4 transfers the total payout for all sold air transport tickets thereof to the risk-exposure units 41,...,43,
Automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system (1). The method of claim 10,
The external sales system (4) is characterized in that it transfers the guaranteed payout to the risk-exposure unit (41,...,43) only for selected segments of air transport tickets sold.
Automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system (1). The method of claim 1,
The automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system (1) processes risk-related flight trajectory data (121, 131) and flight based on the risk-related flight trajectory data (121, 131). And an assembly module for providing the probability of the risk exposure of trajectories 1221 and 1321, wherein the risk-exposure units 41,..., 43 are collected for their risk collection. 41,..., 43) to the automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system 1 by the plurality of payment-receiving modules 7 configured to receive and store payments interlockable with Connected, characterized in that the payment is automatically adjusted based on the probability of the risk exposure of a particular flight trajectory (1221, 1321),
Automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system (1). By the collection of resources of the risk-exposure units (41,..., 43) and by the resource-collection system 11 linked with the automated flight trajectory prediction and flight trajectory-based automation delay risk-transfer system (1). By providing an automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system 1 based on the collected resources 111 for the risk-exposure units 41,..., 43, a variable number of Automated dynamically operable automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system (1) for airspace risk sharing of risk-exposure units (41,...,43) and As a flight trajectory-based automated delay risk-transfer method, the risk-exposure units 41,...,43 are for their risk and resources 111, and the risk-exposure units 41,...,43 Connected to the automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system 1 by a plurality of payment-transfer modules 7 configured to receive and store payments from the unit 41,... The automated transfer of risk exposure in relation to ,43) is provided by the automated flight track prediction and flight track-based automated delay risk transfer system (1), and the aircraft controller (911,... ,914) or the aerial data parameters 102,202 of the ground-based flight controllers 921,...,924 are monitored to capture or measure the aerial data parameters 102,202, and the aircraft 81,.. .,84) for the detection of flight indicators indicative of predicted or actual flight time parameters (1231, 1232, ...) assigned to specific flight trajectories (1221, 1222, ...) In the automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer method, in which 121 is filtered by the filter module 5,
The aircraft controller (911, ..., 914) or the ground-based flight controller (921, ..., 924) through the communication network (50, 51) the automated flight trajectory prediction and flight trajectory-based automation delay risk -Connected to the core engine 2 of the previous system 1, the trigger module 3 of the core engine 2 dynamically triggers on the data flow path through the communication network 50, 51,
For the prediction of the flight trajectory, the automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system (1) dynamically generates a 3D grid network table representing the digitized airspace, and each grid point measures weather. Is the position of the parameter, and by creating cubes around these grid points, the entire airspace is represented as a dynamically created cube set, each cube is defined by the center of each cube, and the generated during a predefined time period. Stays evenly within the cube,
The core engine 2 aligns the generated raw trajectory to the cube center set as a fixed 3D position irrelevant to the trajectory data, and the shape trajectory is created as a 4D joint cube, and each cube has space-time properties and weather conditions. Is a segment related to the measurement parameter,
The trigger module 3, based on the measured flight data parameter 121 and the flight index related to the predicted flight trajectory (1221, 1222, ...) generated by the core engine (2), the Flight triggers for triggering and filtering predicted flight trajectories 1221, 1222, ..., and in the case of triggering exceeding a defined time-delay threshold, at least flight delay parameters 1322 and flight identification 1321 ), the operating parameters of the triggered flight trajectories 1221, 1222, ... of the aircraft 81,...,84 including) are captured, and the flight identification 1321 of the aircraft 81,...,84 ) Assigned to the selectable trigger-table (13) as table elements (132, 133, ...),
For each triggered occurrence of a time delay associated with a particular flight orbit (1221, 1321), it corresponds to all risk-exposure units (41,..., 43) that can be assigned to that particular flight orbit (1221, 1321). A trigger-flag is set by the core engine 2, a limit transfer of payment is assigned to each trigger-flag, and the allocation of the limit transfer of payment to the corresponding trigger-flag is the risk- Automatically operated by the automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system 1 to ensure dynamically scalable loss of exposure units 41,..., 43, the payment It is automatically adjusted based on the probability of the risk exposure of the flight orbit, and the automated flight orbit prediction and flight orbit-based automated delay risk-transfer system 1 inspects and monitors the risk accumulation and is based on the accumulated total risk. And dynamically determining the payment based on a predefined travel parameter, and the loss associated with the triggered time delay is dynamically generated by the automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system 1 From the automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system 1 by means of a payment-transfer module 7 actuated or manipulated by an output signal from the corresponding risk-exposure unit 41,..., 43), the automated flight trajectory prediction based on the received and stored payment parameters from the collected risk-exposure units (41,..., 43) and on the basis of each trigger-flag. And flight trajectory-based automated delay risk-transfer system (1), characterized in that it is explicitly guaranteed,
Automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer method. The method of claim 19,
The automated flight trajectory prediction and flight trajectory-based automation delay risk-transfer system (1) is a centralized risk control and management cockpit device that is dynamically manipulated by distinguishing guaranteed by the core engine (2), and the distribution of the risk Is dynamically adapted by the above automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system (1), or capacity is dynamically or statically limited per airline or per airport, or in case of significant risk change or pricing mechanism change. Characterized in that the said guarantee is denied to,
Automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer method. The method of claim 19 or 20,
The transferred resource is adapted for each single transferred risk, at least depending on the time to departure threshold of the flight, and the resource-based uncertainty factor is dynamically adjusted to decrease depending on the time to departure of the flight threshold. Characterized in that,
Automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer method. The method of claim 19 or 20,
The automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system (1) payment-transfer module (7) or insurance policy data management module is connected to the external sales system (4) through a dedicated port, and ticket and When the flight delay insurance policy is sold, the external sales system 4 transmits the insurance policy data to the insurance policy data management module to predict the automated flight trajectory from the risk-exposure unit (41, ..., 43). And flight trajectory-based automated delay risk-transfer system (1) to achieve risk transfer,
Automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer method. The method of claim 19 or 20,
The payment-transfer module 7 of the automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system 1 includes at least a remittance account information, a deposit account information, a transfer amount, and a payment parameter including a verification key. Characterized in that it is connected with the third party payment platform through a dedicated port to transmit to a third party payment platform and to receive a processing result status from the third party payment platform,
Automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer method. The method of claim 19 or 20,
The automatic flight trajectory prediction and flight trajectory-based automatic delay risk-transfer system (1) to the corresponding risk-exposure unit (41, ..., 43) is transferred to the remittance account linked to the mobile phone electronically. Characterized in that it is executed by payment transfer,
Automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer method. The method of claim 19,
The plurality of payment-transfer modules 7 configured to receive and store payments from the risk-exposure units 41,..., 43 for the collection of their risks and resources are provided with a corresponding risk-exposure unit 41, ..., characterized in that it is linked to the remittance account of 43),
Automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer method. The method of claim 19,
The defined time-delay threshold depends on the payments or resources received and stored from the risk-exposure unit (41,...,43) for their risk collection, the risk-exposure unit (41,.. .,43) characterized in that it is set individually for each,
Automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer method. The method of claim 19,
The defined time-delay threshold is set individually for each of the risk-exposure units 41,..., 43 and the flight or flight orbits 1221, 1321,
Automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer method. The method of claim 19,
The plurality of payment-transfer modules 7 configured to receive and store payments from the risk-exposure units 41,..., 43 for the collection of risks and resources include an airline or air transport vendor's external sales system ( 4), characterized in that the external sales system (4) transfers the total payout for all sold air transport tickets thereof to the risk-exposure units (41,...,43),
Automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer method. The method of claim 22,
The external sales system (4) is characterized in that it transfers the guaranteed payout to the risk-exposure unit (41,...,43) only for selected segments of air transport tickets sold.
Automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer method. The method of claim 19 or 20,
The automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system (1) processes risk-related flight trajectory data (121, 131) and flight based on the risk-related flight trajectory data (121, 131). And an assembly module for providing the probability of the risk exposure of trajectories 1221 and 1321, wherein the risk-exposure units 41,..., 43 are collected for their risk collection. 41,..., 43) to the automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer system 1 by the plurality of payment-receiving modules 7 configured to receive and store payments interlockable with Connected, characterized in that the payment is automatically adjusted based on the probability of the risk exposure of a particular flight trajectory (1221, 1321),
Automated flight trajectory prediction and flight trajectory-based automated delay risk-transfer method. delete delete

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